Railway motor car



Apiifil 22 1924;"

' 1,491,181 c. T. WESTLAKE ET AL RAILWAY MOTOR CAR Filed Aug. 1o, 1922 2 sheds-sheet 2 Inventors..

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CERLES T. WESTLAEIE AND HARRY M. FFLAGEB, F ST. LQUIS, MISSOURI, SSIGNOHS T GMMONWEALTH STEEL'MPAN'Y, 0F ST. L'UUXS, MISSOURI, .A CORPORATE@ aanwas Moron one application :moet nnguatl, 1922. Serial Ho. l.

T 0 all ifo/tom may concern:

33e it known that we, CHARLES T. llnsr Lann and Hanni' M. PFLAGER, citizens of the United States, residing at St. Louis,Mis souri, have invented a certain new and useful Improvement in Railway Mot-or Cars, of which the followii'ig is a full, clear, and exact description7 such as will enable others skilled in the art to which it appertains to make and use the saine, reference being had to the accompanying drawings, forming lpart of this specilication. l

Uur invention relates to railway rolling steelt and consists in a gear shitting device, clutch mechanism, and spari; and gas ,controls for railroad motor cars in which the motor is. carried upon the car truck and is controlled by an operator in. thc car body.

Lilie Ordinar f railroad cars, motor cars are mounted upon swiveling trucks, and the motor, preferably positioned on i-.e truck, must be located al some other point than the center oi the truck. lt is not usually convenient to locate the motor control i'necha' nisni immediately above the motor and consequently vthe relativo movement between that portion ot the car where the control mecha hism is located and. that portion of the truck where the motor is located creates a problem in the control of the .motorg the solution of which the object of ourprescnt invention.

ln the accompanying drawings, which illustrato a selected embodiment of ourA inventionf- Figure 'l is a longitudinal section through a car body and` conventionally illustrates the car truck provided with an internal conibustion motor and the car body upon which the. nioto'r control apparatus is mounted.`

Figure 2 is a fragmentary top view of parts shown in Figure l.

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Figure 3 a diagrammatic view of the spark control mechanismB Figures i and 5 are, respectively, front View andsection or the spark throttle.

lbigure 6 is a diagram of the ignition wiring.

Figure 7 is an enlarged section eorresponding to one. end of Figure l.

Figures S and 9 are', respectively, top and 'side views of the gear shift-ing rod shown in Figure 7.

Figure l() is a top view oi a positioning plate for the gear shift control rod.

The body be guided to spending to neutral, low, intermedia-te,

the motor and truck are pivotally assent? bled at the center plates l by the usual kin pin 2 and the car body extends forward or' the center plates for a substantial distance. Located on the truck fra-nie in front of the center plates 'is the internal combustion. engine 3 provided with ordinary shifting gears which are not shown but which it will be understood are enclosed in a Casin(y 4 and are connected, through a drive shart 5 and a friction'clutch in a housing i7, to the driving wheels ofthe truck.V A gear. shift level 6 extends upwardly from the' gears in casing e and operates to throw the driving mechanism into neutral position or into high, low, intermediate or reverse gear as does the usual gear shift .lever on an automobile.

Mounted on the rioor or the lcar near the horizontal pins 12 disposed transversely o lever i), and each adapted to be .'pivotally connected to lever 6 or rod 8, respectively, by similar pins ldisposed longitudinally of lever 9.

Lever 9 intermediate its ends is provided with a slotted portion le which slips over a pin l5 `extending downwardlyv from the bottom of the car floor, the lever being retained on the pin by any ordinary collar and cotter pin arrangement as indicated.

The upper end of rod 8 projectsthrough a positioning plate l'mounted upon the car wall and provided with an lvl-shaped slot in which the upper end 'of the rod inlayY tive different positions corre-I` y ingle' and yreverse positions of the gear shift lever 6. Obviously any longitudinal or transverse movement of the handle of the control rod will be transmitted through the universal joint connections on lever 9 to lever 6 and.

gears will be shifted accordingly. The pin and slot mountingv oi lever 9 on the car body permits tree longitudinal movement. of the lever relative to the body or truck as imparted thereto by the conr trol rod.

The mounting of lever 9 just described is the same as the mountingl of leer 18 extending in the opposite direction rom lever Sand pivoted to the car body at 19. At its end lever i8 is pr/'vided with a control rod 2O similar to roll are preferably formed in two parts, the upperv part being easily detach-'able from the lower' portion by means of a bayonet joint 8 lillustrated in Figure 7, or otherwise, and it will he found desirable to provide a single upper portion to be used with either rods 8 and 20. Hence either of these rods may he operated independently of the other and when the single upper portion is being used at one end of the car, obviously there canl not be a looking of the gears in .one posimotor or at an tion due to the holding of the rod in the other end 'of thecar by its positioning.

plate 16. l I

The clutch contained housing -17 is .released by a single movement ink one direction only. The clutchl lever 21 is connected to an operating pedal 26 at one end of the carl by means of Va short chain 22, a pull rod 23, a bell crank 24 and a link 25. lThe operating pedal is pivoted to the oor of the car at 27 I'and bell crank 24 is pivoted to the carlframing at 28. A sim ilar operating pedalv29-4 is provided at the opposite end 'oi "the oar and connected bo the clutch lever 21- by '34, the introductionol` lever 33 being for the purpose of reversing the, direction of the pull exerted on rod 32,

ln Figure 3,335 representsan ignition timer which my he positioned upon the be understood that it-gis connected by wiring to the |battery or magneto and to the spark plugs in the engine. A lever 36 projects from thc timer and Wires 37 and 38 -lead in opposite directions from lever 36 to the ends of thecar where each is secured to one end of a strap 39 pivotally mounted Kupon a box 40 securedtolthe car wal-l.v

Strap 39 is rotated by a handle 4-1 provided with an indicator 42 "adapted to cooperate with notches i3 iipon box 40 to determine the position of the timer points. A wire 44C connects the. other ends of straps A lever 45, having a fixed pivotl ouv Aeo the car frame and havingr its ends secured to wires 37 and 44 completes the timer control mechanism and by reference to Figure 3 it will be seen how operation of the spark control by the throttle at one end .of the car similarly changes thel setting oi the indicator at the opposite endv of the car.

Preferably handle ilV will be removable Vfrom the shalt 46 upon which it is mounted and only one handle will be provided forl the car, the operator carrying the handle with him when he moves from one end of 8. Rods 8 and 2Ov a/link` 30, bell' crank 31,21 pull rod` 32, lever 33 and chain suitable point and it` will The fuel supply- Inay he controlled h a similar mechanism, but such is not il us trated as it may 'ne substantially a duplice tion of the elements shown in Figure 3 with the substitution of a carburetor for timer 35. The iuel throttles, would he positioned on the car Wall adjacent to the spark,

throttles 40.

By means of the switch arrangement shown in the wiring diagram of Figure 6, the ignition circuit may be opened or closed at either end of the car. The polesd vand 48 of the lethand switch are both connected to the ignition circuit as are the poles 49 and 5() .of the righthand switch.

Pole 5l of the leithnnd switch is connectedy to pole 52 of the righthand switch and oles' 53 and 54 are Similarly connected. ith the bladeof the leithand switch connecting poles 4-7 and 51the operator, stationed at .the righthand switch, may complete the circuitrbv connecting poles 50 and 52 ormay open the circuit by connecting poles 49 and 54. lfhe. does the latter and leaves the circuit open and subsequently desires to operate the car from the lctthantl switch, he may do so by c-onnecting'poles 48 and 53. ln other words, irrespective ol the setting of the remote switch, the circuit may be opened and closed in one-quarter turn of the control knob of the near switch.

The above described construction permits substantial movement ot the iront end of the car transverselyv of the truclr without affectingr the lgears, clutch, ignition or fuel throttles. Any movement of lever 9 resultingfrom such movement of the oarbody will, like the car body movement, be about king pin 2. Consequently the rear end of lever 9 moves'transversely of the truck such a slight distance that it can easily be accommodated in the universal joint connecting lever 9 and lever 6. This condition remains the same irrespective of the forward extension ol the rar ibody and lever Chains 22 and 34 form lost motion devices which similarly accommodate any transverse movement of the clutch lever 2l relative to the car body and also permit independ- 'cntoperation of the clutch-pedals. rlfhe fuel and ignition lines are not shown connected.

to the engine as it is obvious that they may 'he flexible and therefore easily adapted to the relative movement of the trucks and car body,

Obviously many details of the construc- Ltion shown may be changed without departing from thespirit. of our invention and wecontemplate; the use of all such modifications as may arisedn the commercial development oi' *our invention, i

We claim as vour invention:

1.11'11 combination,- a railway car truck, a w

igienici body pivotally mounted thereon, a motor on. sai' truck, selective lever-*operated shifting gears for said motor on said truck, and a gear shift lever control on said body.

2. In combination, a railway car truck. a body pivotally mounted thereon, motor shifting gears on said truck controlled by a lever which has movement longitudinally and transversely of the truck, and means positioned on the car body at a point spaced from its pivotal mounting for moving,Y the control lever as desired.

3. ln a railway motor car, motor shifting gears mounted on the car trucleI a lever for shifting said gears, a control rod pivotally mounted on the car body at a point spaced from said member, and a member pivotally connected to said shift lever and said rod and pivoted between its ends.

4. In a railway motor car, motor shifting gears mounted on the ear truck, a lever for shifting said gears, a control rod pivotaly mounted on the car body at a point spaced from said lever, and a member pivotally connected to said shift lever and .said rod and slidably pivoted between its ends to the carbody.

5. ln a railway motor car, motor shifting gears mounted on the car truclr, a lever for shifting said gears, a control rod mounted. on the car body by a universal joint, a' member pivotally connected to said lever and' rod at its opposite ends respeetively, and a pin and 'slot mounting for said member on the car body.

d. ln a railway motor ear, motor shifting gears mounted on the car truck, avertieal lever for shifting said gears, va vertical control rod mounted between its ends on the floor of the car body by a ball. and soc-liet joint, .ositioning means for said lever above the bo( y ioor, a lever connecting said shift lever and the lower end, of. said rod by means ot universal ioints and slotted intermediate its ends, and a xed point pro jectinp; downwardly from the body floor and through the slot in said lever.

7. In a railway motor car, motor shifting gears mounted on the car truck, a lever for shittingr said gears, control rods pivotally mounted on the car. body at points spaced from said gear shift lever and each other, and members pivotally connected at their opposite ends to said shift lever and to said rods and slidably pivoted between their respective ends to `the car body, and a detachable operating extension foifsaid rods adapted to be used with either ot' them.

8. In combination, a railway car truck, a body pivotally mounted thereon, an internal combustion engine on said truck, and means operable from the car body for advancing and retarding the engine ignition spark.

9. In combination, a railway car truck, e. body piyotally mounted thereon, an internal combustion engine mounted on said truck, a gear shifting; device including a gear shift lever having selective longitudinal and lateral n-io'vcmei'its, 'and a clutch device on the truck connecting said engine to the truck wheels, and means Jfor controlling the operation of said devices from thecar body.

10. In combination, a railway car trucfz, a. body pivotally mounted. thereon, an intern nal combustion engine mounted on said truck, a gear shitting device incliuling a gear shift lever having selective longitudh nal and lateral movements, and a clutc'. device on the truck connecting said engine to the truck wheels, and means operable froml either end of the car body for controlling said devices.

l1. In combinatioin'a railway car truck,

a body pivote-ily mounted thereon, an internal combustion .engine on said truck, a clutch connecting said engine and the truck wheels, clutch operating members mounted on the car bod; extending to opposite ends thereof and including lost motion means whereby the clutch operating member eX- tending to. one end of the car may be oper` ated independently of the inember extending to the opposite end of the car. 12. ln combination, a railway car truck, an internal combustion engine mounted thereon, a car body pivot-ally mounted on said truck, a gear sbi'l't and clutch on the truck connecting said engine and the truck wheels, an ignition circuit, au adjustable ignition timer, and separate means. operable from either end -of the car for controlling said gear shift, clutch, circuit, and timer.

In testimony whereof We hereunto alx our signatures thisflth day of Aug., 1922.

C. T. WTESTLAKE. H. M. PFLAGER. 

